Railway car truck



March 14, 1944. w. R. ELSEY RAILWAY C'AR 'm ucx Filed Nov. 20, 1940 sSheets-Sheet 1 4 Warrezi RELs'e BY K 51 Q m I II I W 3 Q f wm mmATTORNEYS.

W. R. ELSEY RAILWAY CAR TRUCK March 1 14, 19440 Filed Nov. 20, 1940 3Sheets-Sheet 2 INVENTOR: WarrerzRELs'e ATTORNEYS.

aw QM March 14, 1944. w. 'R. ELSEY RAILWAY GAR TRUCK Filed NOV. 20, 19403 Sheets-Sheet 3 m 9 u in NM R E Q h n $1 R NQINVENTOK Warren REZsezATTORNEYS.

I W] TNESSES;

Patented Mar. 14, 1944 UNITED STATES PATENT OFFICE RAILWAY CAB TRUCKWarren E. ,Elsey, Wynnewood, Pa., asslgnor to The Pennsylvania RailroadCompany, Philadelphia, Pa., a corporation of Pennsylvania ApplicationNovember 20, 1940, Serial No. 366,344

Claims.

\ truck conveniently embodying the invention, with portions of the truckframe and of one of the journal box mountings broken away; Fig. 2 is aplan view, likewise with certain parts broken away and in section; andFig. 3 is a sectional view taken as indicated by the line and arrowsIII-III in Fi 2.

Fig. 4, sheet 3, is a fragmentary sectional view, taken as indicated bythe line and arrows Ill- V. in Fig. 5, illustrating the pivoting of ajournalbox mounting to the truck frame, and also the Various featuresprovisions for mounting the brake rigging; Fig. 5 is a fragmentarysectional view, taken as indicated by the line and arrows V--V in Figs.1 and 2, also illustrating these featuresj and Fig. 6 is a fragmentaryand exploded tilted view, illustrating details of the mounting-pivotarrangements.

Fig. 7, sheet 1, is a fragmentary sectional view, taken as indicated bythe line and arrows VII-VII in Fig. 1; Fig. 8 is a similar view taken asindicated by the lines and arrows VlIL-VHI in Figs.

1 and 2; and Fig. 9 is a fragmentary section taken as indicated by theline and arrows IXIX in Figs. 2 and 8.

Fig. 10, sheet 3, is a fragmentary sectional view, taken as indicated bythe lines and arrows X-X in Figs. 2 and 3.

As shown in Figs. 1, 2, and 3, the truck frame I0 consists oflongitudinal side frames II, I I with transoms or cross-members I2, I2and I3, I3 interconnecting them at their ends and at intermediatepoints. There is a load-carrying transverse bolster l5 substantially atmid-length of the truck, between the intermediate cross-members I3, I3,extending across under the side frames II, I I and having provisions I6for a center pivot (not shown) to pivot the truck to the associated carbody (not shown). The journalbearings IT for the axles I8 of the truckwheels I9 (shown as of roller-bearing type) are mounted in openings 'byfore and aft members or mountings 20, which are pivoted to the sideframes-I I, II at 2| fo independent vertical or up and down movementrelative to the truck frame It, the pivotal .axes extending transverselyof the truck, and being at the inner, adjacent ends of the mountings, atthe mid-portion of the truck. For this purpose, as

shown in Figs. 1, 4, and 5, the mountings 20 have apertured end hubs 22between pairs of down: ward-extending apertured flanges or bearingbrackets 23 on the side walls of each side frame II. As shown in Figs. 1and 7, each of the axle journal bearings IT is pivoted to the members ormountings 20 about fore and aft axes consisting of trunnions 25 on saidbearings which engage in semi-cylindrical bearing seats 25 on saidmountings 20. Retainers in the form of stirrups 26 bolted to flanges onthe bearing seats 25 may be provided to prevent disengagement I of thetrunnion-s 24 in case of derailment of the truck. Thus verticalangularity of an axle Id due to movement of one of its wheels I9 up ordown with reference to the truck frame It is. accommodated withoutcramping either the journals and their boxes H, or the mounting pivotsat 2i. The truck frame III is supported from the several wheel membersor mountings 26 at the pivots M and through springs 21 (Figs. 1, 7, and8) interposed between vertically aligned socketed top and lowerseats 28,29 on the side frames II and on the outer ends of said mountings 20',beyond the wheels I9 from the pivots 2 I. The several springs 27, itwill be seen, independently cushion the movements of the several membersor mountings 20 relative to the truck frame III. As best shown in Figs.1 and 5, the members, on mountings 2t, 20 at each side of the truck aresubstantially in vertical fore and aft alignment with the correspondinghollow side frame I I, and, indeed move up and down in the latter.

As illustrated in Figs. 4, 5, and 6, the mounting-pivots 2! in theopenings of the frame brackets 23 extend through rubber bushings ill inthe bores of the mounting hubs 22, so that these bushings coact with thesprings 21 in absorbing minor shocks and vibrations of high frequency,and in minimizing their transmission to the truck frame I0. Preferably,the bushings 3| also torsionally resist the turning and the upand-downmovement of the mountings 20 and the wheels I9 relative to thetruckframe Ill. The rubber bushing 3I may be restrainedly-connected, as byvulcanization, to external and internal metal sleeves 32, 33; and thesleeve 32 may be restrainedly-connectedin the hub 22, as by a drivingfit therein, while the sleeve 33 is restrainedly connected to thebrackets 23, as by means of crank plates 34, 34. As shown in Figs. 5 and6, the sleeve 83 has end lugs 35, 35 which engage in elongated openingsin the crank plates 34, and the outer'ends of the latter are attached tothe brackets 23 by bolts 36. The sleeve 33 may be centered around thebolt 2| by means of collars 31, Figs. 5 and 6.

As shown in Figs. 1, 2,'and 8, the mountings 26 are guided transverselyof the truck, during their up and down movements relative to the truckframe I6, and are restrained against transverse displacement, by meansof stay-rods 46' connected between the outer ends of the members ormountings 25 and the truck-frame crossmembers l2,|2, and flexiblyanchored to these parts at their ends, by means of anchorage brackets4|, Figs. 8 and 9. Thus any tendency to sway or cent the members ormountings 20 objectionably on their pivots 2| is effectually resisted.For flexibly connecting the stay-rods 48 at their ends, Fig. 8 showsrubber connectors interposed between the ends of each stay rod 46 andits anchorages 4|, 4|, each such connector comprising rubber discs 42,42 at opposite sides of the bracket web 43, tightly clamped to said webbetween metal flanges 44, 44 on the end of the stay-rod 46. The stay-rod46 may consist of an inner tension bar 45 extending through the parts4|, 42, 43, 44 and having clamping nuw '46, 46 on its ends, and an outerspacing sleeve against which the rubber discs 42, 42 at both ends of therod 46 are held compressed by the nuts 46, 46. As the member or-mounting26 is positively attached to the truck frame II at its ends, by theresilient bushing II and the resiliently connected stay-rod 46, there isno opportunity for it to cant or work relative to the truck frame I 6,or for any looseness or rattle to develop.

Vibration is effectively absorbed, yet all necessary flexure is easilyand freely permitted.

As shown in Figs. 1, 2, 3, and 10, the bolster I5 is of an invertedchannel section, and is resiliently supported from the truck frame It bymeans of helical compression springs 41 interposed between the bolsterweb and a transverse.

spring plank 48 directly under the bolster, and having their endsengaged in sockets 50, 5| on the bolster and on the spring plank. Thesprin plank 48 may be supported from the truck frame It by means oftransversely swinging suspension link 52 pivotally hung from brackets 53on the side frames II, I l, and pivotally connected to the ends of ayoke 54 rockingly engaged with a bearing 55 at the under side of thespring plank 48. The up and down or vertical movement of the bolster l5relative to the truck frame l may be regulated by means ofhydraulic'shock-absorbers 56 extending through openings in the channelweb of the bolster, and connected between brackets 58, 58 on the bolsterendsand on the ends of the spring plank 48. Emergency supports 53 areshown extending across between the crossmembers l3, it under the springplank 48, to prevent the latter from falling on the track if 1 itssupporting means 52, 53, 54 should fail.

For controlling the position of the spring plank 48 and .of the bolsteri transversely of the trucktheir lateral movement, in other words-thereare transverse stay-rods 66, 66 alongside the spring plank at eitherside, with their ends flexibly anchored to the spring plank 48 and tothe bolster l5 by means of anchorage brackets 6|, 62 attached, to theseparts; and there are also transverse stay-rods a, u 'alongside'the'bolsters-albeit either side, with their ends flexibly anchored to saidbolster and to the truck frame cross members l3, l3 by means ofanchorage brackets 62 means of fore and aft stay-rods 66, 66 havingtheir ends flexibly connected to anchorage brackets 61 upstanding fromthe bolster l5 and from the truck-frame cross-members I3, I 3, thesestay-rods 66 and anchorage brackets 61 andtheir associated parts beingsimilar to what has been indicated for the stay-rods 40, 66. 63,including rubber discs 65 similarly arranged.

The truck frame Ill and its bolster l5 and journal box mountings 20 maybe of any preferred construction, and may preferably be built up ofsheet metal pieces welded together along the edges or sides of each thatmeet another or abut laterally against another, so that they virtuallyform one piece (as indicated in the drawings by apparent continuity ofthe metal where such pieces meet), while various accessory brackets orother parts may consist of forgings weldedon.

In accordance with my invention, the brake mechanism for the truckwheels I9 is mounted (in the main, at least) on the several journal 8the clasp type, and the brake shoes III, III at opposite sides of eachwheel is are suspended by upright double hangers 1|,ll (pivoted to thebrake shoes Ill and 12) from upstanding double supporting arms 13, I4 onthe member or mounting 26, the arms 13 being on the free end of saidmounting beyond its spring seat 26, and the arms 14 being attached tothe mounting hub 22 adjacent its inner bearing bracket 23, between theinner side of the side frame II and the bracket 23, which as shown inFig. 5 projects substantially inward from said side frame.

For operating the brake shoes 10, there are shown upright dead and livetruck levers I5, 16 pivotally attached to the shoes 10 (by their hangerpivots l2), and having their lower ends interconnected by double links18 that are preferably adjustable in length. The upper end of each deadtruck lever 15 is shown as fulcrumed on a bracket 19 on thecorresponding frame cross-member l2 by means of an interposed link 36,while the upper end of each live truck lever 16 is connected byinterlinked clevises 8| to the inner end of a'horizontal lever 83 or 64.Thus the truck levers I5, I6 are supported from the member or mounting20 by the hangers H, H and are connected to their respective means 18and 83 or 84 with all needful freedom for movement with the mountingrelative to the frame l0. In the present instance, the brakes for thewheels l8, l9 at each side of the truck are operated by a common powercylinder'85 mounted on the outside of the truck frame I 0. For this Ipurpose, the levers 83, 64 at each side of the truck are interconnectedintermediate their ends by a link-rod 86 inside the hollow side frame H,and the piston rod of the cylinder 85 is connected to the outer end ofthe lever 83, while the outer end of the lever 84 is fulcrumed at 81 ona bracket 88 attached to the side frame ll.

Emergency connections for manual operation of the brakes for both sidesof thetruck are indicated in Figs. 1 and 2 by link-rods 90 ex; tendingalong the outsides-of the side frames H and each having one endconnected to the corresponding lever 83 by a normally slack chain at,while its other end is connected to the outer end of a horizontal lever92 that is intermediately fulcrumed on the end of the truck frame at 93and has its inner end connected to an operating rod 95 leading to anysuitable manual operating means, not shown.

Having thus described my invention, I claim:

1. In a railway car truck, the combination of a load-carrying truckcomprising side frames with connecting cross members; truck wheels andaxles; journal box mountings pivoted to the side frames with provisionfor independent up and down movement, the pivots of said mountings eachincluding a resilient bushing which is restrainedly connected to theassociated side frame and mounting against relative turning in order toto'rsionally resist movement of said mounting about the pivot; springmeans interposed between the truck side frames and the several mountingsfor independently cushioning their relative movement; a stay-rod forguiding each mounting transversely of the truck during its up and downmovement; and resilient connectors interposed between the ends of saidstayrods and their anchorages, to the respective mountings and crossmembers, to permit flexure and for absorbing vibration thereat. I

2. The combination of claim 1 wherein each l'oumal box has fore and afttrunnions for pivotal coaction with a semi-cylindrical bearing seat onthe associated mounting, and stirrup-like retainers are attached to thebearing seat to prevent accidental disengagement of the respectivetrunnions from said bearing seat. a

3. The combination of claim 1 wherein the resilient bushings for thepivots of the journal box mountings are made of rubber anti-turninglyattached to external and internal metal sleeves, and

, rubber discs are incorporated in the end connections of the stay-rodstopermit flexure thereat and to absorb high frequency vibrations of thejournal boxes.

4. The combination of claim l.wherein at least one and connection ofeach stay-rod is in the form of a resilient mounting to permit angularmovement of the rod.

5. In a'railway truck, a wheeled axle, a member supported on said axleand extending longitudinally of the truck in opposite directions fromthe axle, a truck frame including a wheel piece extending over saidmember and a transverse end rail extending inwardly of the truckadjacent one end portion of said member, a pivot connection between theother end of said member and said frame, a spring carried on said memberand supporting the frame, and an anchor rod extending between and havingyielding connections to said first-mentioned end portion of said memberand to apart of said end rail spaced therefrom to resist and cushiontransverse forces applied between said member and frame while yieldinglypermitting relative angular movement of said frame and member in avertical longitudinal plane about said pivot connection.

6. In a railway truck, a wheeled axle, a member supported on said axleand extending lon-= gitudinally of the truck in opposite directions fromsaid axle, a truck frame including a portion extending above saidmember, a, spring car-' vried on said member and supporting said frame,

there being a connection between one end of said member and said frameportion, said connection including a resilient element interposedbetween said member and frame portion, an elongated device extendingtransversely of the truck and resiliently connecting the other end ofsaid member and said frame, said first-mentioned connection and saiddevice permitting angular movement' of said member and said frameportionabout said first-mentioned connection in a vertical longitudinalplane, said first-mentioned connection and said device resisting andcushioning transverse forces applied between said member and said frame.

7. In a railway car, a truck frame having side longitudinals embodyinginverted channel section portions and connecting cross-members; wheelaxle journal members pivoted at longitudinally spaced points to the sidelongitudinals for vertical movement; springs interposed between the sidelongitudinals and the free ends of the respective wheel axle journalmembers; a transverse spring plank fioating y-suspended from the sidelongitudinals intermediate the wheels; and a bolster sustained withinterposie tion of springs beneath its ends by the spring plank formovement both longitudinally and laterally of the truck, and extendingoutward between the pivot points aforesaid as 'well as beneath andbeyond the frame longitudinals to provide bearing for the car body. p a

8. A railway car according to claim 7', in which the wheel axle journalmembers are pivoted within and extendupward into the hollow of thelongitudinals.

9. A railway car according to claim 7, further 7 including means foryieldingly-limiting the 5 movement of the spring plank and the bolster,

relative to each other and to the truck frame both longitudinallyand'laterally.

10. A railway car according to claim 7, in which the pivots for thewheel axle journal members allow lateral movements of the free ends ofsaid members, and further including means for yieldingly-connecting thefree ends of said members to the truck frame to limit such lateralmovement.

- WARREN R.

